Frankfort, MI, USA
N1561Z
BEECH V35
The commercial pilot and passenger were conducting a cross-country flight. A little over an hour into the flight over Lake Michigan, the pilot declared an emergency, reporting an engine failure. Radar data indicated that the airplane's flight track diverted to the nearest airport shortly after the pilot declared the emergency. Radar and radio communications were lost about 7 minutes later, when the airplane was about 4 nm west of Frankfort, Michigan, at an altitude of 700 ft and an airspeed of 77 mph. Ten days later, using a remotely operated underwater vehicle to search Lake Michigan in the area of the airplane's last radar contact, the Michigan State Police located the airplane at a water depth of 540 ft. The wreckage was not recovered; therefore, the engine could not be examined, and the reason for the loss of engine power could not be determined. A loss of engine power for reasons that could not be determined based on the available information.
HISTORY OF FLIGHTOn May 12, 2019, about 1949 eastern daylight time, a Beech V35, N1561Z, was destroyed when it was involved in an accident in Lake Michigan about 4 miles west of Frankfort, Michigan. The commercial pilot and student pilot-passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 as a business flight. The pilot was the owner of Evergreen Exploration, LLC, a small copper mining entity in Howell, Michigan, and the passenger was his employee. According to FlightAware, the airplane departed Livingston County Spencer J. Hardy Airport (OZW) in Howell, Michigan, at 1555 on the afternoon of the accident, and arrived at Ontonagon County-Schuster Field (OGM), Ontonagon, Michigan, at 1757. The company maintained an office in OGM. The airplane was on the ground for 43 minutes. It departed OGM at 1840, en route to Custer Airport (TTF), Monroe, Michigan. FlightAware data indicated the airplane was at 7,000 feet and 160 mph over Lake Michigan. According to the Federal Aviation Administration (FAA), the pilot contacted Minneapolis Air Route Traffic Control Center (ARTCC) about 1840, and was cleared to TTF. The airplane was identified on radar and the pilot was given the current Iron Mountain (IMT) altimeter. At 1910, ARTCC issued the pilot the current Menominee (KNM) altimeter setting and 20 minutes later, the Traverse City (TVC) altimeter setting. At 1942 the pilot reported an "engine failure." The pilot was given the positions of Manistee County-Blacker Airport (MBL) and Frankfort Dow Memorial Field (FKS). The pilot advised he would divert to FKS. He was given a heading of 100° and cleared direct to FKS. He was also given the current FKS automated weather. At 1943, the pilot reported the shoreline in sight. He was cleared to descend to 2,700 ft, the minimum safe altitude for the area, "at pilot's discretion." The pilot requested that emergency equipment stand by. At 1945, ARTCC advised the pilot that radar contact and requested his altitude. The pilot reported he was at 3,800 ft. At 1946, he reported he was at 3,300 ft, and at 1947 he reported he was at 1,800 ft. This was the last radio contact with N1561Z. FlightAware continued to track the aircraft until 1949, when the airplane was about 4 nm west of FKS at an altitude of 700 ft and at an airspeed of 77 knots. The U.S. Coast Guard conducted a search of Lake Michigan for the missing airplane in the area of its last radar contact. Based on buoy readings, water depth in that area was 600 ft, and the water temperature varied between 39° and 42°F. The Coast Guard suspended the search 2 days after the accident. On May 22, about 1715, Michigan State Police located the airplane wreckage at a water depth of 540 ft using a remotely operated underwater vehicle (ROV). The passenger was recovered, the pilot was not located, and the airplane was not recovered. WRECKAGE AND IMPACT INFORMATIONThe Michigan State Police Marine Services Team's observation using an ROV found the airplane intact. the team observed the airplane listing slightly to the left and the nose buried in sand and silt. All of the windows were in place, and the cabin door was open.
A loss of engine power for reasons that could not be determined based on the available information.
Source: NTSB Aviation Accident Database
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